TF425 
.153 



■ 

■ 
■ 



■ 



■ 



■ 



I 



.y-w 



to 






■ 



^H 



HI BSsShI 

■ i 




* /jfMd: *«■ 



«A' 



DESCRIPTION OF 



tfe Ifestittflljou** ^ir Jpl^ 4$<r'$ 



EXHIBITS 



PHILADELPHIA, PA. 



U. S. A. 



1876. 




£3 







V 



tt 






) 



WESTIf HOUSE JUR B^AKE COMPANY, 

PITTSBURGH, PA., U. S. A., 
Exhibit at the International Exhibition the following : 

1st. The Westinghouse Automatic Air Brake equip- 
ment for a train of a locomotive, tender and nine cars. 

2d. The Vacuum Brake equipment, (Westinghouse 
and Smith's patents,) for a locomotive, tender and nine 
cars. 

3d. Serial Compressing Apparatus for elastic fluids 
for producing high pressure with economy. 

4th. Pneumatic Signaling Apparatus in connection 
with the Automatic Brake for giving signals from a train 
to the locomotive driver. 

5th. A Speed Indicator, with apparatus for taking- 
diagrams of work done by a brake. 

The first two exhibits are arranged with the especial 
purpose of showing their comparative action, these two 
systems being very prominently before the railway people 
of the world, to almost the exclusion of all other brakes. 



The Automatic Brake is in daily use upon the trains 
of the West End Passenger Railway Co , running within 
the exhibition grounds. Two cars exhibited by the 
Jackson & Sharp Co., of Wilmington, Delaware, the cars 
exhibited by the Penna. R. R. Co. and the Pullman Palace 
Car Co., and one locomotive exhibited by the Baldwin 
Locomotive Works of Philadelphia, are fitted with the 
Automatic Brake. The brakes of this Company are also 
in daily use upon all trains running into the Centennial 
Depots of the Pennsylvania and Philadelphia & Reading- 
Rail Roads. 

The WestingJiouse Automatic Brake as applied to a 
train of the above length, consists of one air compressing 
engine, a main reservoir of about twelve cubic feet capac- 
ity, in which an air pressure of eighty pounds per square 
inch is maintained, a gauge to indicate the pressure and 
a three-way cock connecting the main reservoir to the 
brake pipe, all on the locomotive. On the tender is bolted 
a ten inch brake cylinder, having a leather packed piston 
of twelve inches stroke, an auxiliary reservoir twelve in- 
ches in diameter by thirty inches in length, a triple valve, 
a brake pipe of ordinary three-quarter inch gas pipe from 
the three-way cock to the end of the tender, a three- 
quarter inch stop cock in the brake pipe, and three half- 
inch pipe connections from the triple valve, one to the 
brake pipe, one to the auxiliary reservoir and the third 
to the brake cylinder. Each of the nine cars is fitted in 
the same manner as the tender, except that the brake 
pipe has a three-quarter inch stop cock near each end, 



and is about fifty-live feet long. Between the engine, 
tender and cars the brake pipes are joined by flexible hose, 
making a pipe connection the whole length of the train. 
In each hose connection is a malleable iron coupling, held 
together and made air-tight by the internal pressure. 
These couplings separate without injury when forcibly 
drawn apart by the breaking in two of the train, permit- 
ting the pressure within the pipes to escape. The piston 
of each brake cylinder is connected to the ordinary brake 
levers, and when moved forward by air pressure causes 
the brake blocks to engage the wheels with any desired 
force. 

When compressed air is admitted through the three-way 
cock to the brake pipe, it passes the entire length of the 
train to the last three-quarter inch stop cock, which is 
closed to prevent its escape. The air at the same time 
passes into and through each triple valve to the auxiliary 
reservoirs, charging all with a pressure equal to that in 
the main reservoir; this pressure being constantly main- 
tained when the brakes are off. To apply the brakes, the 
driver by means of the three-way cock first closes the 
communication between the main reservoir and brake 
pipe and then opens a port to the atmosphere, discharg- 
ing or reducing the pressure in the brake pipe, when, 
owing to the construction of the triple valves, all ports 
from them to the brake pipe are closed and other ports 
opened which lead from the reservoirs to the brake cyl- 
inders, causing the pistons to be instantly thrust forward 
by the full pressure in the reservoirs less a small reduc- 



6 

tion caused by the expansion. To release the brakes, air 
is re-admitted from the main reservoir to the brake pipe 
when the triple valves shift and close all ports leading to 
the brake cylinders and open a port leading from each 
brake cylinder to the atmosphere, while also the reser- 
voirs are re-charged from the brake pipe. A valve ar- 
ranged in the brake pipe on each car makes it possible to 
apply the brakes to the whole train from any car. The 
breaking in two of the train also discharges the air from 
the brake pipe, setting the brakes on both portions of the 
train. 

The Vacuum Brake apparatus on a train of the above 
described length, consists on the locomotive of an air 
ejector having a steam connection to the boiler, in which 
is a starting valve for admitting steam. The ejector 
consists of two tubular pieces, one within the other, the 
inside tube extending only a short distance. This inside 
tube is of such diameter that an annular space is formed 
between it and the large one. At the bottom of this 
inside tube, are connected a pair of one and one-half inch 
brake pipes, (inside diameter,) a check valve being so 
arranged that air may pass freely to the tube from the 
brake pipes, but not into the brake pipes through the 
tubes. The steam connection from the boiler is made to 
the annular space between the two tubular portions of the 
ejector, and when steam is admitted by opening the 
starting valve, an annular jet of steam escapes around 
the inner tube, inducing a powerful flow of air through 
this tube and from the brake pipes. On the tender is 



arranged a cylinder, sometimes two, having metal heads 
and flexible sides, one of these heads being bolted firmly 
to the tender framing, while the other head is movable 
and is connected to the ordinary brake lever. From the 
stationary head a hose connection, having a coil of wire 
inside, extends to one of the one and one-half inch brake 
pipes which run the length of the tender. Each car has 
two of these flexible collapsible cylinders, one connected 
to the levers of each truck, and two lines of pipe one and 
one-half inches in diameter, each about fifty-five feet long- 
are used. A hose connection is made from one of these 
pipes to one of the cylinders and another hose connection 
unites the other pipe and cylinder. The pipes between 
the engine and each car are united by rubber hose con- 
nections, each connection having malleable iron couplings 
held together by spring hooks. All hose connections are 
provided with strong wire coils to prevent their collapsing 
by external pressure. The pipes at the end of the train 
are closed by connecting the hose and coupling together- 
When steam is admitted to the ejector, air is exhausted 
from the brake pipes and flexible cylinders on the tender 
and each car, causing the head connected to the brake 
levers to be forced by the atmospheric pressure toward 
the stationary head, thus setting the brakes. A second 
valve on the engine admits air to the brake pipe and 
cylinders when desired to release the brakes. Should the 
train break in two, the hose couplings would separate, 
leaving the pipes open and thus preventing the application 
of the brakes upon the rear portion of the train and upon 



the front portion, except to a very slight degree, owing 
to the friction of the air in the pipes. 

The cylinders of the Automatic and Vacuum Brake as 
exhibited are arranged side by side, each working against 
springs equal to the power required to operate the brakes 
upon a car. The pipes of each system are arranged in a 
rectangular coil for convenience, the cylinders and other 
attachments being arranged in the same relative positions 
that they would occupy on a train of nine cars and an 
engine, with the same amount of pipe interposed. Careful 
experiments have been made with this apparatus to de- 
termine the time lost in each system in bringing the 
brakes to act upon the cars. It was found with the au- 
tomatic, that an average of .95 sec. was required to bring 
the brake shoes against the wheels ready to act, and 1.91 
sec. to set the brakes to their full force. With the Vacuum 
Brake an average of 6.85 sec. was required to bring the 
brake shoes against the wheels, and 15.45 sec. to set the 
brakes to their full force. Trains running at thirty, forty, 
fifty and sixty miles per hour pass over 44, 58|, 71^ and 
88 feet per second respectively, hence the saving in time 
by the more prompt application of the Automatic over 
the Vacuum, will effect a saving in the distance required 
to stop at the above speeds of 427, 570, 712 and 855 feet 
respectively, both brakes being applied with the same 
maximum force. We have chosen nine cars for these ex- 
periments, as this is but a fair load for a locomotive ; with 
shorter trains the saving caused by the Automatic would 
be less, while with longer trains it would be much greater. 



Supposing that an obstruction were observed not more 
than one hundred yards distant, then one could more fully 
appreciate the advantage of instantaneous application- 
With the Automatic the brakes would be on and the 
speed greatly reduced, while with the other, the train 
would be running at full speed when the obstacle was 
struck. Practical tests that have been carefully made 
with the two systems fully confirm the figures above 
given. So fully has this important feature been impressed 
upon the minds of several railway companies formerly 
using the Vacuum Brake, that the Automatic has been 
ordered to take its place on these lines. The great differ- 
ence of time in the action of the two systems is accounted 
for by the fact that the Automatic first has its power 
transmitted to the reservoir adjoining each brake cylinder 
and stored there while the brakes are not in use, and the 
time required for the pressure to pass from these reser- 
voirs to the brake cylinders is almost imperceptible ; in 
addition a pressure of about eighty pounds per square 
inch is used. The slowness of the Vacuum Brake is al- 
together owing to the lower pressure obtainable, rarely 
exceeding nine pounds per square inch, to the fact 
that it is necessary to empty the pipes and all of the rubber 
cylinders through one opening or apparatus on the engine, 
the air of each cylinder having to travel through a length 
of pipe proportionate to its distance from the engine, and 
to the great friction of air at low pressures in pipes. In 
the "Rail Road Gazette" of April 14th, 1876, will be 
found a full description of the experiments above alluded 
to. 



The Automatic Brake, owing to the storing of its 
power under each car, possesses many advantages, among 
which are the following : the brakes are almost instantly 
applied to the whole length of the train from the engine 
or any portion of the train with any degree of force de- 
sired, and can stop a train in less distance than any other 
device whatever. The brakes are instantaneously applied 
by the train breaking in two or the bursting of a hose. 
The brakes are instantly released. Signals can be given 
from any portion of the train through the brake pipes. 

The Vacuum Brake is intended to be used only for 
station purposes, where it is not desired to make quick 
stops, is simple and reliable, and the apparatus on the 
engine with the exception of the rubber parts is unusually 
durable. 

The Westinghouse Air Brakes are in use upon about 
two hundred railways, on over three thousand locomotives 
and about ten thousand cars, and the Vacuum Brake is 
in use on fifteen railways, on about four hundred and 
fifty engines and thirteen hundred cars. 

Serial Compressing Apparatus. The third exhibit 
consists of the arrangement of three steam pumping 
engines, the first having an air piston ten inches in 
diameter, the second six inches in diameter, and the third 
four inches in diameter, the first two having a stroke of 
thirteen inches, and the third a stroke of ten inches. 
The air from the first pump is compressed into a 
small reservoir while the second pump compresses 
this air, already compressed to a slight degree, into a 



11 * 

second reservoir, and the remaining pump still further 
compresses it into the main reservoir. Each steam piston 
is six inches in diameter, and with one hundred pounds 
pressure in the boiler the first pump would maintain a 
pressure of about twenty-five pounds per square inch in 
its reservoir; the second would further compress it into 
the second reservoir to about one hundred and fifteen 
pounds, while the third one would force it into the main 
reservoir under a pressure exceeding two hundred and 
twenty pounds. By this serial compression, advantages 
are obtained approaching those derived from the expansion 
of steam in an engine. 

Pneumatic Signaling Apparatus. The fourth exhibit, 
the signaling apparatus used in connection with the auto- 
matic brake, consists in arranging a signaling reservoir 
on the tender in addition to the other reservoir, connected 
to a diaphragm valve, this reservoir being charged with 
air from the brake pipe through an opening in this 
diaphragm. A slight reduction of pressure in the brake 
pipe causes the valve to be acted upon by the excess of 
pressure in the reservoir, discharging some of its air to a 
small whistle located upon the three-way cock on the 
engine. By discharging air in small quantities from any 
of the valves in the brake pipe, signals will be given to 
the locomotive driver as may be desired. As arranged 
upon European rolling stock the valves on the carriages 
for giving these signals are so constructed^ that, when 
opened, they will remain open, sounding the whistle until 
the driver desires to close them, and at the same time red 



balls attached to the cord of the signal valve indicate 
from what carriage and compartment the signal is 
given. 

Speed Indicator. The fifth exhibit of this Company 
is designed first to indicate the speed of a locomotive at 
any particular moment, and second, an additional appar- 
atus is provided by means of which a diagram of brake 
stops may be taken, showing the distance run after the 
brakes are applied and the decrease in speed until the 
train is stopped, from which may be calculated the exact 
effect produced by any brake upon any train to which this 
apparatus is fitted. 

In the introduction of the various systems of brakes 
controlled by this Company it has been found that the 
greatest difficulty to overcome has been to convince people 
of the work performed. The speeds have usually been 
taken in such a manner as to leave their accuracy quite 
doubtful, and when it is considered that the distance run 
by a train after the brakes are applied is in proportion 
nearly to the squares of the velocities acquired by the 
train, it will be seen that a mistake of five miles per 
hour in the calculation of the speed would greatly affect 
the apparent result. This device will show how soon the 
brakes go on, at what time they reach their maximum 
effect, and the effect produced from the instant of the 
application until the train is at rest. 



'*«* 




* ^ 






Deacidified using the Bookkeeper proces 
Neutralizing agent: Magnesium Oxide 
Treatment Date: April 2004 

PreservationTechnologie: 

A WORLD LEADER IN PAPER PRESERVATIO 

1 1 1 Thomson Park Drive 
Cranberry Township, PA 16066 
(724)779-2111 



* O H O ° ^0 




, ^ s ^^ ustine : "^ 6^ 

^32084 



HmHBih 

mSSSSSSSmSSaSSm 
W&BsBQmtiBHBItiL 

wSKNSSSm 

wmom WmllmaSSSSSUEi 

MHM MII 



LIBRARY ( 




mSSSSSSm 

Hi 

I 






mm 

H HI 

Wsmi HHNHH 






1 



■I 

IH 
oRBSGn 



■ 



II 



